UL 2 - Part IV.

SFD airworthiness requirements Ultralight autogyrocraft

Text as of: 26. 03. 2019

CHANGE SHEET

Date of issue of the change	Edited/deleted/new paragraphs:	Date of inclusion	Ranked

Content

DEFINITIONS, ABBREVIATIONS AND LABELS
TITLE A - GENERAL
SUBPART B - FLIGHT PERFORMANCE and CHARACTERISTICS
TITLE C - STRENGTH
TITLE D - DESIGN and CONSTRUCTION
TITLE E - PROPULSION SYSTEM
TITLE F - EQUIPMENT
TITLE G - OPERATING LIMITATIONS AND DATA
SUBPART H – FLIGHT MANUAL

 

DEFINITIONS, ABBREVIATIONS AND LABELS

I. General definitions

Tíha G = m*g [N]

where:

m weight [kg]
g gravitational acceleration [g=9,81 m/s]

The International Standard Atmosphere (MSA) is defined as follows:

1. air is a perfect dry gas
2. the temperature at the height H = 0 m is 15 °C
3. air pressure at height H = 0 m is 1013,25 hPa
4. the temperature gradient from zero height to a height where the temperature reaches −56 °C is −0,0065 °C/m
5. the air density ρ under the given conditions is 1,225 kg/m³.

II. Definition of speeds

CAS	true airspeed
EAS	equivalent airspeed EAS = TAS x root(ró/ró0) ró = air density at the appropriate height, ró= 0 kg/m3 air density MSA
IAS	indicated airspeed
VD	design speed of steep flight - EAS
VDF	demonstrated steep flight speed - IAS Must not be higher than V equivalentD.
VNE	maximum permissible speed – IAS It must not be higher than 0,9VDF.
VY	flight speed at maximum climb rate - IAS
VMIN	minimum level flight speed – IAS
VH	maximum level flight speed at maximum sustained engine power – IAS
VFR	ground visibility flight rules

If there is a reference to materially relevant in the text part office, for the purposes of fulfilling these requirements, the authorized person is meant, i.e. the Light Aircraft Association of the Czech Republic (hereinafter referred to as the "authorized person").

Note
Texts written in italics are the interpretation of the authorized person for the required application of the relevant provision or article in practice.

 

TITLE A - GENERAL

Purpose

This building code sets the minimum airworthiness requirements for ultralight autogyrocraft, which need to be met so that the use of the UL autogyrocraft for the intended purpose is problem-free and does not jeopardize the safety of air traffic as well as the safety of third parties.

UL2-IV § 1 Applicability

1. This regulation sets out the requirements for UL autogyrocraft that must be met in order to obtain the SFD - ultralight autogyrocraft Technical Certificate of Airworthiness. For the purposes of airworthiness requirements, such autogyrocraft are designated as ultralight autogyrocraft (hereafter referred to as "robots") if:

a. have no more than two crew members a
b. their take-off weight is not higher than 600 kg.

2. A autogyrocraft is defined as an aircraft with rotating airfoils (hereinafter referred to as "autogyro"). The autogyro is unpowered and rotates about an axis whose position is vertical (or close to this position) if the aircraft is flying in a horizontal plane.

3. An ultralight autogyrocraft that has been issued with a Technical Certificate of Airworthiness is only permitted to operate non-acrobatics under meteorological conditions for visual flight.

Non-acrobatic operation includes only:

a. any turns necessary for normal flying,
b. sharp turns with an inclination of up to 60°, a
c. vertical descent to ground level.

 

SUBPART B - FLIGHT PERFORMANCE and CHARACTERISTICS

I. In general

UL2-IV § 21 – Proof of compliance with the requirements of the regulation

1. Each requirement of this part of the regulation must be proven by a test of a autogyrocraft of a given type, carried out at the most unfavorable combination of weight and position of the center of gravity in its entire range.

2. The certificate must be made by test for all configurations in which the autogyrocraft will be operated, unless otherwise specified.

Notes

1. Flight test instrumentsy:

a. For testing purposes, the autogyrocraft can be equipped with suitable instruments that allow the required measurements and observations to be carried out in a simple way. Means ensuring recording of flight instruments, control lever position and autogyro pitch are recommended, for example a data recorder or a fixed video camera. A solution may be to record the comments of the test pilot.
b. At the beginning of the measurement program, the accuracy of the instruments and their calibration curves must be determined. Special attention should be paid to the positional error of the speedometer system.

2. Before starting the flight tests, the following ground tests must be carried out, which will determine:

a. frictional forces in steering,
b. tension in the control cables of the closed control circuit, a
c. maximum deflections of the autogyro head, respectively of the control surfaces and their corresponding control devices.

3. Functional tests:

Before the start of the flight tests, all the above tests must be carried out according to point 21 of TITLE B - Proof of compliance with the requirements of the regulation. If, for example, the autogyrocraft is equipped with a fairing and it is assumed that it will be operated both with the fairing and without the fairing, it must be proven that the requirements are met in both cases.

UL2-IV § 23 – Load distribution restrictions

1. The range of weights and the position of the center of gravity in which the safe operation of the autogyrocraft is to be ensured must be determined by the applicant.

2. The range of positions of the center of gravity must not be less than that which corresponds to the weight of each crew member in the range between the minimum value of 55 kg for the pilot alone up to the maximum weight as indicated on the label for the pilot and passenger and taking into account the different amount of fuel from an unusable amount to full tank.

For this class of autogyrocraft, the position of the center of gravity is usually determined by the suspension. The autogyro is hung (without the autogyro) by the teeter bolt and the position of the center of gravity is determined, for example, from the angle of inclination of the longitudinal axis of the autogyro.

UL2-IV § 25 – Weight limitation

The maximum weight must be determined so that

1. not to be higher than –

a. the highest weight proposed by the applicant,
b. design maximum weight, which is the highest weight for which a certificate is maintained considering all load cases and all flight performance requirements;

2. was not less than the mass consisting of the weight of the empty autogyrocraft with the minimum required equipment, the minimum crew weight of 110 kg for a single-seater autogyrocraft or the minimum crew mass of 200 kg for a two-seater autogyrocraft and the fuel supply per hour of flight at maximum sustained engine power.

Warning:
1. The weight of the crew member must not be less than 100 kg for the strength certificate.
2. The maximum amount of fuel and any additional equipment must be considered (pay attention to the increase in weight during equipment changes, repairs, etc.)

UL2-IV § 29 – Weight of an empty autogyrocraft and the corresponding position of the center of gravity

1. The weight of the empty autogyrocraft and the corresponding position of the center of gravity must be determined by weighing the autogyrocraft

a. containing:

i. any structural load,
ii. required minimum equipment,
iii. unusable fuel supply, maximum oil supply and, where applicable, with engine coolant and hydraulic fluid when

b. does not include:

i. crew weight, a
ii. the weight of other easily removable parts of the load.

2. The state of the autogyrocraft at the time of determining its empty weight must be such that it is well defined and easily repeatable.

UL2-IV § 31 – Removable load

A removable weight may be used to demonstrate compliance with the requirements of this part of the regulation.

UL2-IV § 33 – autogyro speed limitation

The autogyro speed limitation must be determined by considering all foreseeable turns, safely practicable over the entire range of speeds, weights and heights at which the autogyrocraft can be expected to be operated, at the critical combination of weight, height and speed, for any permissible turn. At the same time, the autogyro speed must remain within the specified safe range.

II. Performances

UL2-IV § 45 – General

Compliance with the requirements of TITLE B must be demonstrated:

a. with normal pilot skill under average conditions,
b. in atmospheric conditions at zero altitude MSA and in no wind,
c. for maximum weight,
d. at the most unfavorable position of the center of gravity in all conditions, a
e. using an engine power not exceeding the maximum approved power for the given engine type and the limitations applicable to the engine and propeller, set forth in Article 1521.

The abbreviation MSA stands for International Standard Atmosphere.

UL2-IV § 51 – Take-off

The take-off length at maximum weight, in no wind, from rest to a height of 15 m above the surface of the VPD, must be determined using the piloting technique chosen by the applicant.

Comments:
1. It is recommended that the distance given in the pilot's manual be taken as an average of six take-offs.
2. If a autogyro spinning device is installed, the take-off length should be determined using it. If it is not prohibited in the flight manual, even without its use and under the conditions of the maximum allowed headwind.

UL2-IV § 65 – Climbing

The time from ground release to 1000 ft (304,8 m) altitude adjusted to 0 m MSA altitude conditions must be determined. This time shall not exceed 4 minutes provided that engine power is not greater than maximum take-off power and that temperatures do not exceed the limitations specified in Article 1041.

UL2-IV § 71 – Sinking

The smallest descent with the engine off and the corresponding forward speed must be determined for the maximum weight of the autogyrocraft.

UL2-IV § 73 – Minimum level flight speed

The minimum horizontal flight speed must be determined at maximum engine take-off power.

UL2-IV § 75 – Landing length

The length of landing from a height of 15 m above the surface of the VPD after the autogyro has stopped, in no wind and for maximum weight, must be determined. The landing approach speed must be established.

UL2-IV § 79 – Height-speed dependence envelope

If there is any combination of height and forward speed greater than v_MIN, at which it is not possible to make a safe landing with the engine shut down, an altitude and speed limitation envelope must be established.

III. Handling and agility

UL2-IV § 143 – General

1. The autogyrocraft must be safely steerable and controllable with sufficient margin in steering movements and blade clearance under turbulence conditions, for all configurations, engine powers, critical center of gravity positions, in the range from sea level to maximum operating altitude, namely:

a. during steady flight to v_DF.,
b. during speed changes,
c. during engine performance changes (including sudden engine shutdown), a
d. during any maneuver appropriate to the type, including:

i. take off,
ii. pitch,
iii. level flight,
iv. descent (with engine stopped and running), including spiral descent,
v. landing (with engine stopped and running),
vi. sudden stopping of the engine, a
vii. during dynamic turns including sharp turns and slides.

To fulfill requirements of article 143 point 1. it will be necessary to demonstrate that there is a certain reserve in the established limitations, in which the autogyrocraft is still safely steerable and controllable.

Value reserves it depends on the dexterity of the given type. For example, for agile gyroplanes, a reserve of 20° will be necessary above the value of 60° of lateral tilt limitation in turns.

Speed ​​in_NE je in the case of a autogyrocraft, it is derived from the need to maintain free swinging of the autogyro plate up to v_NE + 15%.

2. The autogyrocraft must be able to make smooth transitions from one flight position to another (including turns and glides) without excessive demands on the skill, alertness or strength of the pilot and without the risk of exceeding the operational load multiples, under any probable operating conditions and all permissible engine modes, including the effects of power changes and sudden engine failure. Slight non-compliance with recommended procedures must not lead to dangerous flight situations.

3. Any unusual flight characteristics that have manifested themselves during the flight tests, listed in the Protocol on the conducted flight tests of the individual ULV, must be checked.

4. The steering must not have excessive friction at rest, friction during movement and excessive backlash.

5. There must be no tendency to unbalance when turning, leaning or tipping.

6. A procedure for landing a autogyrocraft at maximum take-off weight and with the engine stopped must be established and demonstrated. In doing so, the crew must not be endangered.

7. The autogyro in the entire range of power, centering and flight height range from 0 m MSA to the maximum operating height must not have a serious tendency to pilot-induced longitudinal oscillations (PIO), namely

a. during steady flight at all speeds up to v_DF ,
b. during changes in flight speed,
c. during engine performance changes (including sudden engine shutdown), a
d. during any maneuver appropriate to the type, including

i. take off,
ii. pitch,
iii. level flight,
iv. descent (with engine stopped and running), including spiral descent,
v. landing (with engine stopped and running),
vi. in case of sudden engine failure, a
vii. during dynamic turns including sharp turns and slides.

Pilot-induced longitudinal oscillations are denoted by the abbreviation PIO. This term refers to the autogyrocraft's response to a piloting error during pitch compensation.

UL2-IV § 145 – Longitudinal, transverse and directional control

1. At any speed below 1,3v_MIN it must be possible to tilt the nose down so that a speed equal to 1,3 v_MIN was quickly achieved. This must be demonstrated in all possible engine configurations and modes when balanced at 1v_MIN (if trimming is used).

2. It must be possible to raise the bow at a speed of v_DF at all permitted center of gravity positions and engine modes.

3. If the necessary control forces of the pilot would be close to the limit values, they must be determined by tests at all permissible engine modes.

The steering forces required throughout the range of steering movement should not vary excessively or have undesirable discontinuities.

The steering force required to perform the maneuver from the initial balanced conditions should not exceed:

i. On the manual steering lever 27 N a
ii. on the foot control pedal 90 N.

4. The maximum wind speed, maximum crosswind speed and maximum tailwind speed (if permissible) at which the autogyrocraft can be operated without loss of controllability on or in the immediate vicinity of the ground must be established, at all turns appropriate to the type, and with:

i. critical mass, a
ii. critical centering.

These speeds must be listed in the flight manual.

UL2-IV § 155 – Forces to control the longitudinal slope in turns

The forces to control the longitudinal inclination during a turn or when exiting turns must be such that at a constant speed the increase in the multiple is proportional to the increase in the control force. The minimum value of the force, which derives the operating load of the structure on the autogyro, must not be less than the value agreed by the authorized person and that at all speeds at which the required normal acceleration can be achieved.

IV. Stability

UL2-IV § 171 – General

1. A autogyrocraft must be capable of flight without excessive demands on the skill, alertness or strength of the pilot, at all normal turns and for the duration expected in normal operation.

2. The autogyro must not show any tendency to sharply increase the turning speed at the steering position selected by the pilot during the turn with a multiple of up to 1,5, and this in the entire range of permitted engine modes.

3. The autogyro must not have a tendency to spontaneously raise the bow upwards during a turn with a multiple of up to 1,5, and this in the entire range of permitted engine modes.

UL2-IV § 173 – Static longitudinal stability

1. Under the conditions and in the range of speeds specified in Article 175, the slope of the curve expressing the dependence of the control force on the speed must be positive (stable).

2. If the autogyrocraft is equipped with longitudinal balancing, it should be balanced under the conditions specified in Article 175.

3. If the autogyro is not longitudinally balanced, the stability characteristic must be assessed from the change in the dependence of the control force on the speed with respect to the condition under balanced conditions. In all cases, the airspeed must return to a value within ± 15% of the airspeed prior to control intervention.

UL2-IV § 175 – Demonstration of longitudinal static stability

The slope of the curve expressing the dependence of the steering force on the speed must be stable under the following conditions.

1. Ascent:

a. at optimal rate of climb v_Y and at the same time
b. at maximum continuous power.

2. Travel flight:

a. at optimal rate of climb v_y and the lower of the velocities v_NE and in_H and at the same time
b. when performing for horizontal flight.

3. Descending:

a. at the speed of minimum descent (see Article 71) and at the same time
b. with the engine off.

4. Zoom:

a. at the recommended approach speed and simultaneously
b. at approach engine power.

UL2-IV § 177 – Transverse and directional stability

1. After a side gust with fixed or free directional control and other controls fixed, the autogyrocraft must subsequently try to automatically reduce the yaw angle.

2. Directional and lateral stability should be sufficient to prevent hazardous flight conditions that could occur following sudden rudder movement.

3. In yaw, all control forces must increase gradually as the yaw angle increases, the dependence does not have to be linear, but the forces must not acquire the opposite sense. Adequate warning signs must be given to the pilot if the yaw limit is approached.

4. The requirements stated in this article must be met under the following conditions:

a. in a climb at the maximum continuous power of the engine and at speed v_Y,
b. during horizontal flight when:

i. optimal rate of climb v_Y and at the same time
ii. lower of the speeds v_NE and in_H,

c. at minimum descent speed (see article 71) with the engine running,
d. at the speed of minimum descent (see Article 71) with the engine stopped, a
e. at the recommended approach speed.

UL2-IV § 181 – Dynamic stability

1. All rapid oscillations occurring under all permitted flight conditions shall be strongly damped in both free and fixed primary controls.

2. Under calm air conditions, the autogyrocraft must not exhibit any dangerous behavior at all speeds between the optimum rate of climb and in_NE:

a. with firm steering
b. with the steering released, for a period of 5 s.

Notes
Longitudinal, transverse and directional oscillations with fixed and free control caused by air gusts must meet at least the following criteria.

1. 1. 1. All oscillations with a period shorter than 5 s should be damped to half the amplitude during no more than one oscillation. There should be no tendency for undamped oscillation with small amplitude.
      2. All oscillations with a period in the range of 5-10 s should be attenuated to half the amplitude during no more than two oscillations. There should be no tendency for undamped oscillation with small amplitude.
      3. All oscillations with a period above 10 s should be damped.

Stimulus can be introduced into a autogyrocraft in balanced steady flight (and with the other primary controls fixed) by sharply deflecting one primary rudder from the balanced position and immediately returning it to the original balanced position and holding it firmly again. For autogyrocraft that are not equipped with adjustable balance, the actuation procedure is the same, only the rudder must be returned to its original position and held firmly in this position.

V. Features when moving on the ground

UL2-IV § 231 – Directional stability and steering

The autogyrocraft must have satisfactory ground handling characteristics, free of uncontrollable tendencies in all situations foreseeable during operation and also in all take-off and landing conditions.

UL2-IV § 235 – Taxiing conditions

1. The autogyrocraft must be safely steerable and maneuverable when driving even over the rough surface that can be expected during normal operation.

2. A safe taxiing, takeoff and landing speed must be established.

The spinner should also be suitable for operation on grassy areas.

UL2-IV § 241 – Ground resonance

On the ground, a gyroplane with a rotating autogyro must not have any dangerous tendencies towards oscillations and resonances. This must be demonstrated for all intended combinations of autogyro speed and forward speed, including the use of a autogyro turning device.

Compliance with this requirement can be demonstrated by demonstrating that the autogyrocraft is not prone to dangerous oscillations during autogyro spin, take-off, landing and taxiing. The range must be tested to represent the various conditions that may occur in service.

VI. Different flight requirements

UL2-IV § 251 – Vibration

There must be no excessive vibration on any part of the autogyrocraft at all engine speeds and powers within the range of the flight envelope up to a speed of_D.F.

 

TITLE C - STRENGTH

I. In general

UL2-IV § 301 – Load

1. The strength requirements are determined in the form of operating loads (maximum load expected during operation) and numerical loads (load multiplied by the prescribed safety factor). Unless otherwise stated, the prescribed loads are operational loads.

2. Unless otherwise specified, air and ground loads must be balanced with inertial forces that take into account all individual main autogyro masses. These loads must be distributed to represent or approximate actual conditions.

3. If the deformation caused by the load would substantially change the distribution of external or internal forces, such new distribution must be taken into account.

UL2-IV § 305 – Strength and deformation

1. Construction and control elements must be able to withstand operating loads without permanent deformations. Under any load up to the operating load, such deformation must not occur that would impair safe operation.

2. The structure must be able to withstand the numerical load without failure for at least 3 seconds. However, if the proof of strength is performed by a dynamic test, simulating actual load conditions, then LA 3s limitation does not apply.

UL2-IV § 307 – Proof of structural strength

1. Compliance with the strength and deformation requirements specified in Article 305 must be demonstrated for all critical loading conditions. Theoretical strength analysis can only be used if the structure is of such a nature that the analytical method is reliable. In other cases, confirmatory tests must be carried out.

a. Probative the load test carried out in accordance with this article should be carried out up to the numerical load.
b. The results of strength tests must be corrected for variations in strength and dimensions sample to ensure that the use of a structure with less strength than the design values, due to the variability of the mechanical properties and dimensions of the material used, would be extremely unlikely.

2. Certain parts of the structure must be tested as described in SUBPART D - Design and Construction.

The decision of which part of the structure is concerned is within the authority of the authorized person.

UL2-IV § 309 – Design conditions

The following values ​​and limitations shall be established in accordance with the strength requirements of this section and shall be demonstrated for all permissible combinations:

a. maximum design weight,
b. range of rotations of the supporting autogyro,
c. forward speed to the value v_D,
d. the entire range of centering, a
e. positive and negative turnover multiple of the load.

II. Flight loads

UL2-IV § 321 – General

1. Flight multiples are given by the ratio of the component of the total lift of the autogyrocraft, which acts perpendicular to the flight path, and the total weight of the autogyrocraft. A positive flight multiple is one in which the total aerodynamic lift acts in the positive sense of the vertical axis of the basic coordinate system.

2. Compliance with flight load requirements must be demonstrated:

a. for each critical air density, given the altitude at which the autogyrocraft can be expected to move, and
b. at all applicable combinations of weight and applicable load.

3. The aerodynamic values ​​needed to determine the load must be verified by tests or calculation.

UL2-IV § 337 – Limiting turnover multiples of load

The autogyro of the autogyro must be designed for a positive limit rotation multiple of 3,5 for the range of all forward speeds from zero to the maximum design speed in_D.

Other parts of the autogyro must be designed for a positive rotation factor of 3,5 and a negative rotation factor of -0,5 for all forward speeds from zero to the maximum design speed in_D.

It must be demonstrated that the autogyro structure is capable of carrying these loads. It is not necessary to demonstrate that the autogyrocraft is controllable at this load and that the fuel system and other systems operate under these limit conditions.

UL2-IV § 339 – Resultant limit turnover load

The loads, based on the application of multiples of the limit turning loads, are centered at the center of the autogyro head and act in directions to represent critical turning conditions.

UL2-IV § 351 – Turning conditions

The autogyrocraft must be designed for the loads specified in Article 413 which will occur on the vertical tail surfaces during turning.

UL2-IV § 361 – Engine torque

1. The engine bed and its supporting structure must be designed for the effects of:

a. the maximum torque corresponding to the take-off power and propeller speed working together at 75% load according to Article 337, and
b. of the torque limit, corresponding to the maximum continuous power of the engine and the speed of the propeller, working together under the load according to article 337.

2. For classic internal combustion engines with a hard propeller drive, the limiting torque is considered according to Article 361 point 1 and Article 547 point 4 and is obtained by multiplying the torque by a suitable multiple, according to the following table:

Motor	Two stroke			Four stroke
Number of cylinders	1	2	3 and more	1	2	3	4	5 and more
Multiple	6	3	2	8	4	3	2	1,33

A "hard drive" is considered a direct drive, a gear drive, and a toothed belt drive. For other methods (e.g. with a centrifugal clutch) and other unconventional solutions, a suitable coefficient must be agreed with the authorized person.

UL2-IV § 363 – Lateral loading of engine bed

1. The engine bed as well as the structure on which the bed is placed must be designed for an operating rotation multiple of the load in the lateral direction, which is not less than one-third of the operating rotation multiple for the loads listed in Article 337.

2. The lateral loads prescribed in point 1 may be considered independently of other flight conditions.

III. Control surfaces and systems

UL2-IV § 397 – Limiting forces of the pilot

For primary control, pilot control forces are as follows:

a. for foot steering 580 N, a
b. for manual control 445 N in the longitudinal direction and 300 N in the transverse direction.

UL2-IV § 405 – Secondary control systems

Secondary control systems such as brakes, balance, etc. must be designed to withstand the maximum forces that the pilot can exert on them.

The load on manual and foot controls must be considered in the design no less than:

a. for small hand-operated wheels that are controlled by fingers or wrist movement - 150 N,
b. for levers and wheels manually controlled, used without supporting the arm and without using body weight - 350 N,
c. for levers controlled manually and by clenching the hand with arm support or using body weight - 600 N, and
d. for foot control when the pilot is seated with his back supported (e.g. foot pedal brakes) - 750 N.

IV. Stabilization and control surfaces

UL2-IV § 413 – Load on control surfaces

1. All stabilizing and control surfaces (other than autogyro blades) and the structure on which these surfaces are suspended must be designed so that the ultimate load is not less than the greater of:

a. 720 N/m² (as a result distributed on the control surface) or
b. resulting aerodynamic forces, where the normal force coefficient c_N is 1,5 at maximum design speed.

2. In order to comply with point 1 of article 413, the real or substitute load distribution must be taken into account with the effect of the propeller current.

V. Ground Loads

UL2-IV § 471 – General

The ground load limits specified in this section are considered as external and inertial forces acting on the autogyro structure. In all the following landing cases, the external reaction must be in balance with inertial forces and moments so that the result corresponds to reality.

UL2-IV § 473 – Chassis system, shock absorption

1. It must be proven that the landing gear is able to absorb the energy that would be generated when a autogyrocraft of maximum take-off weight touches the ground when falling from a height of 0,33 m. In this case, it is possible to consider 2/3 of the lift of the autogyro.

2. Compliance must be demonstrated for longitudinal positions corresponding to:

a. in a horizontal position with the main wheels and nose or stern wheel (as appropriate) in contact with the ground,
b. in a horizontal position with the main wheels in contact with the ground and the nose wheel just above the ground (if applicable),
c. in an aft position, for a configuration with the nose wheel and the stern of the fuselage just above the ground, or for a configuration with the stern wheel in contact with the ground and the main wheels just above the ground.

3. It must be proven that the nose landing gear is able to absorb energy in the horizontal direction up to 100% of the value that the nose wheel must absorb in the vertical direction according to Article 473 point 2b.

If the characteristics of the shock absorber are not significantly affected by the compression speed, a static test can be performed to demonstrate compliance with the requirements.

UL2-IV § 474 Landing, strength requirements

1. The selected limit multiple of the load must not be less than the one achieved during landing with a vertical speed of 2,55 m/s.

2. At the autogyro's center of gravity, the lift force from the spinning autogyro can be considered, the size of which does not exceed 2/3 of the autogyro's weight. At the same time, the multiple of the ground load can be equal to the multiple of the inertial forces, reduced by the aforementioned ratio of the expected lift of the spinning autogyro to the weight of the autogyro.

3. If the operating multiples are not determined by the drop test, then it is possible to choose an operating multiple equal to 3, and at the same time it is possible to start from the static reactions for all wheels in contact with the ground.

4. The inertia load factor used for design purposes shall not be less than 2,67 for the maximum design weight.

The multiples of inertia forces from points 1 to 4 are related to the entire autogyro, while the multiples of the landing gear inertia forces from 2 and 3 are related only to the landing gear. The coefficient of lift force from the autogyro must be added to the inertia coefficient of the landing gear according to 2. and 3. in order to obtain the inertia coefficient of the entire autogyro.

UL2-IV § 479 – Conditions for horizontal landing

1. For a horizontal landing, it is assumed that the autogyrocraft will be in the following positions:

a. autogyrocraft with spur landing gear - in normal flight position, or
b. autogyro with nose wheel:

i. the main undercarriage wheels and nose wheel touch the ground at the same time, or
ii. the main landing gear wheels are touching the ground and the nose wheel is almost on the ground.

2. P value_zmax , used in the cases listed below, is the largest value of the chassis reaction, derived from the criterion specified in Article 474. If no rational analysis has been performed, the following states and magnitudes of vertical force and resistance (in a rectangular system, referred to the ground surface) must be considered .

a. Compression (tilt of autogyro longitudinally backwards) – vertical force 0,6 P_zmax, resistance 0,5 P_zmax.
b. Suspension (rotary inclination longitudinally forward) – vertical force 0,8 P_{zmax ,} resistance - 0,5 P_zmax (forward).
c. Maximum vertical reaction - vertical force P_zmax , resistance +/- 0,3 P_zmax.

For autogyros with a nose wheel, the position according to point bi/ or ii/ of point 1. can be used, but in the analysis based on point ii/, the reaction from the nose wheel is assumed to be equal to zero.

UL2-IV § 481 – Tail landing

1. The following autogyro positions are considered for this type of landing:

a. Turret with spur gear – the main gear wheels and the spur wheel touch the ground at the same time, or
b. autogyro with nose wheel - the position that can be reached in a steady state in the landing configuration, or at the maximum angle allowing contact of all parts of the landing gear with the ground at the same time (whichever distance is considered).

The ground reactions are assumed to be vertical and the wheels have been accelerated to the appropriate peripheral speed before the maximum vertical load is reached.

UL2-IV § 483 – One-wheel landing conditions

In a one-wheel landing, the autogyro is assumed to be horizontal and one side of the main landing gear is in contact with the ground. In this position, the reaction from the ground must be the same as the reaction obtained according to Article 479 point b). At the same time, asymmetric reactions from the ground must cause acceleration of pitch and yaw.

UL2-IV § 485 – Side load conditions

1. For side loads, it is assumed that the autogyrocraft is in the position specified in Article 479 point 1. Only the main landing gear wheels touch the ground. Shock absorbers and tires are compressed statically.

2. Limit multiple M_g of the vertical load must be 1,33. The vertical reaction from the ground is evenly distributed between the wheels of the main landing gear.

3. The limit multiple of lateral inertial forces must be 0,83. Lateral ground reactions are distributed between the main landing gear wheels as follows:

a. 0,5 (M_g) acts inwards on one side and at the same time
b. 0,33 (M_g) acts externally on the other side.

It is considered that the effect of lateral acceleration during side loading during landing is caused by the entire structure of the autogyrocraft.

UL2-IV § 493 – Braking conditions

For taxiing braking conditions where the dampers and tires are statically compressed, the following requirements apply:

a. the limit multiple of the vertical load must be 1,33,
b. autogyro positions and ground contact must comply with Article 479, a
c. the resistive reaction is equal to the vertical reaction on the chassis wheel, multiplied by the coefficient of friction of 0,8 and must be introduced at the time of contact with the ground in each wheel equipped with brakes.

At the same time, the resistance reaction does not have to exceed the maximum value resulting from the limiting braking torque.

UL2-IV § 499 – Additional conditions for bow wheels

To determine the ground load of the nose wheels and their attachment, it is assumed that the dampers and tires are in a static position and these conditions must also be met.

1. For rearward loads, the following components of the limit force on the axle of the wheel must be:

a. vertical component 2,25 times the static load per wheel while
b. the resistive component is 0,8 times the vertical load.

2. For the forward load, the following components of the limit force on the wheel axis must be:

a. vertical component 2,25 times the static load per wheel while
b. the resistive component is 0,4 times the vertical load.

3. For lateral loads, the following components of the limit force on the wheel axis must be:

a. vertical component 2,25 times the static load per wheel while
b. the resistive component is 0,7 times the vertical load in each direction.

VI. Main parts requirements

UL2-IV § 547 – Engine construction

1. Each autogyro assembly (including autogyro head and blades) must be designed as prescribed in this article.

2. The autogyro structure must be designed to withstand the critical flight conditions prescribed in Article 339.

3. The autogyro structure must be designed to withstand the simulated loading of the blades and the autogyro head from the forces generated by the impact of the blades on the stops while driving on the ground.

Compliance may be satisfactorily demonstrated by a full endurance test in accordance with Article 923.

4. The structure of the autogyro must be designed to withstand the maximum probable torque that can be transferred to it by the turning device or autogyro brake, at all speeds from zero up to the maximum speed for which the device is designed and its function is guaranteed. This torque must be distributed to the autogyro blades in a rational way. Factors listed in Article 361 point 2 must be considered.

UL2-IV § 549 – Hull, landing gear, and autogyro pylon construction

1. All fuselages, landing gear, and autogyrocraft pylon structures must be designed as prescribed in this article. The resulting forces on the autogyro can be represented by a single force acting at the point of attachment of the autogyro head.

2. All parts of the structure must be designed to withstand:

a. critical loads prescribed in articles 337 and 339,
b. applicable ground loads prescribed in Articles 471 and 473, and also
c. loads prescribed in Article 547 point 3 and point 4.

3. All engine bays and adjacent parts of the fuselage structure must be designed to withstand the loads encountered during flight and landing, including propulsion torque and gyroscopic moments.

The gyroscopic moments for the rotating parts of the propulsion unit (engine, reducer and propeller) can be derived from the angular velocities about the longitudinal and transverse axes of the autogyro.

VII. Emergency landing conditions

UL2-IV § 561 – General

1. A autogyrocraft, although it may be damaged in an emergency landing, must be designed in accordance with the requirements of this Article to protect all crew members.

2. The structure must be designed to give each crew member a reasonable hope of escaping serious injury in an emergency landing if seat belts and harnesses are properly used and provided that each crew member is protected against inertial forces corresponding to the following load multiples :

Direction	Load multiplier
up	4,5
back	9
side	3
Dolu	4,5

These forces are mutually independent and are related to the surrounding structure.

3. The supporting structure must be designed to hold, up to the loads specified in point b) of this article, any object that would come loose in a less serious emergency landing and could injure a crew member.

4. For a autogyrocraft with an engine located behind the crew seats, the structure must assume a numerical inertial load of 15g in the forward direction.

The purpose of this requirement is to ensure that the engine and attached large masses are adequately secured in the event of a hard landing. In the order of proving the fulfillment of the requirements for the loading of inertial forces resulting from the deceleration at a multiple of 15g, it must be distributed to the hull structure in a realistic way.

5. Fuel tanks, fuel lines, oil tanks and oil lines must be able to hold their contents under inertial forces according to point b) of this article without breaking.

UL2-IV § 571 – Fatigue strength

1. In the design of the structure, care must be taken to exclude places of concentration or high stress and to take into account the effects of vibration.

2. Other than the autogyro shaft, bolts or threaded components should not be used in the structure of the autogyro head or blades where they are subjected to alternating tensile stress (unless a part of similar construction has demonstrated satisfactory service experience).

3. The design of the autogyro shaft and related parts should allow for a safety factor of at least 10.

4. Materials with poor crack propagation properties must not be used in the primary parts of the structure.

5. All parts of the primary structure must be easily accessible for inspection.

6. Flexible paints or coatings may not be used to modify the exterior surface of the primary structure.

UL2-IV § 597 – Loads from isolated masses

The means of fastening of all isolated masses, which are part of the equipment of the autogyrocraft, (including ballast for adjusting the position of the center of gravity) must be designed to withstand loads corresponding to the maximum design multiples of the expected flight and ground loads, including the conditions of an emergency landing according to Article 561.

 

TITLE D - DESIGN and CONSTRUCTION

 I. In general

UL2-IV § 601 – General

The strength of any part which has a significant effect on safety and which cannot be verified by simple calculation must be proven by tests.

UL2-IV § 603 - Materials

The suitability and durability of materials used for such parts, the failure of which could adversely affect safety, must:

a. be estimated on the basis of experience or tests and at the same time
b. the material must meet the requirements that guarantee its strength and other properties, assumed in the design of the structure.

If materials not normally used in aviation are used, the source of their characteristics must be acceptable to the authorized person.

UL2-IV § 605 – Manufacturing methods

The production methods used must guarantee that the product will be faultless and reliable in terms of preserving the original strength under the expected operating conditions. If manufacturing operations (such as gluing, spot welding, heat treatment or non-metallic material processing) require precise control to achieve the stated objective, the work must be performed according to approved manufacturing procedures. Non-conventional manufacturing processes must be supported by adequate tests.

UL2-IV § 607 – Insurance of detachable joints

Approved means of securing must be used on all fasteners of the primary structure, steering and other mechanical systems important to the safe operation of the autogyrocraft. Self-locking nuts shall not be used alone on any bolt that rotates in service unless an additional non-friction method is used to secure the joint.

UL2-IV § 609 – Protection of structure

Each part of the structure must:

1. be suitably protected against deterioration or loss of strength in service from any cause including:

a. weathering (weather effects),
b. corrosion, a
c. rubbing, a

2. have suitable means for ventilation and drainage.

UL2-IV § 611 – Inspections

The design must permit inspection (including inspection of major fixed and rotating elements of the supporting structure and steering), complete testing, repair and replacement of every part that requires regular inspection, adjustment for proper function, lubrication and maintenance.

UL2-IV § 612 – Assembly and disassembly

The structure must have such properties that the probability of damage or incorrect assembly is as low as possible during assembly and disassembly to the extent that can be assumed during normal transport. Correct mounting of the autogyro must be easy to check.

UL2-IV § 613 – Material strength properties and design values

1. The properties of the materials used must be supported by a sufficient number of tests, confirming the decisive data on a statistical basis.

2. The design values ​​must be chosen so that the occurrence of an under-dimensioned structure due to the dispersion of the values ​​of the material properties is improbable.

The material specifications are to be as contained in documents either approved by the authorized person or prepared by someone deemed sufficiently qualified by the authorized person. When specifying the design properties of these materials, the values ​​may, if necessary, be adjusted or extended as necessary to take into account the manufacturing processes (e.g. method of fabrication, forming, machining and subsequent heat treatment).

3. Where the temperature reached by a significant part of the structure under normal operating conditions has a significant effect on strength, such effect must be taken into account.

Air temperatures up to 54°C are considered to correspond to normal operating conditions.

UL2-IV § 619 – Special coefficients

1. The safety factor prescribed in Article 303 must be multiplied by an appropriate combination of special factors prescribed in Articles 619, 621,626, 693 and XNUMX.

A suitable combination of special factors should include all of the following that are considered for the part:

a. the coefficient for castings derived according to Article 621,
b. the largest of the special coefficients prescribed in Articles 619 point b), 621, 657 or 693 and also
c. the suspension coefficient prescribed in Article 625, point 5.

2. For each part of the structure not covered by Articles 621 and 625, but whose strength is:

a. uncertain or
b. is likely to deteriorate in service prior to normal replacement or
c. is subject to significant deviations due to uncertainties in the production process or control procedures,

must be Special factor chosen in such a way that failure of the component or structure due to inappropriate strength of the material is unlikely.

UL2-IV § 621 – Coefficient for castings

For castings whose strength is supported by at least one static test and visual inspection, an additional casting safety factor of 2 must be used. This factor may be reduced to a value of 1,25, provided that the reduction is justified by tests of at least three pieces of castings and if these castings and all other castings produced are subjected to an approved visual and radiographic inspection or pass another equivalent non-destructive inspection method.

UL2-IV § 623 – Coefficient for bearings

1. The factor of safety for bearings on bolted or pin joints must be multiplied by an additional factor of 2 to ensure:

a. relative movement in traffic and also
b. play in joints (slightly rotating bearings) that are subject to knocking or vibration.

2. Hinges of control surfaces and connections in the control system, where the coefficients specified in articles 657 and 693 (as applicable) were used, must comply with the requirements of point 1 of this article.

UL2-IV § 625 – Coefficient for connecting parts

These requirements apply to each connecting part, including fittings.

1. A safety factor of at least 1,15 must be used for each part for each connecting part, the strength of which is not proven by tests under operational and numerical loads, in which the actual stress conditions of the connecting part of the adjacent structure were simulated:

a. connecting parts,
b. means for fastening, a
c. storage on the connected parts.

2. For joints whose design is based on the results of comprehensive tests, such as continuous clad joints, welded joints and miter joints of wood, it is not necessary to use any safety factor used for connecting parts.

3. For each integral joint, the entire part shall be considered as a connecting part up to the point at which the cross-sectional properties become typical of the member.

4. It must be demonstrated by calculation, testing, or both that the local introduction of loads from lashing belts or harnesses into the main structure of the autogyrocraft is not less strong than 1,33 times the inertia forces induced in an emergency landing in accordance with Article 561.

5. If only two hinges are used on each control surface, an additional safety factor of 1,5 must be used for the hinges and for adjacent parts of the primary structure.

Fittings mean the end part connecting one part of the structure to another.

UL2-IV § 626 – Coefficient for ropes

For all ropes used in the supporting structure and in the primary control system, a safety factor of 2 must be selected for the nominal strength of the rope.

The nominal strength value of the rope is defined as the minimum load at which the rope of the given type breaks. The applicable value is given by the relevant standard and must be referenced in the autogyrocraft design documentation. These conditions are set only for steel ropes. The use of ropes made of other materials is approved by an authorized person.

UL2-IV § 629 – Anti-flutter and stiffness of the structure

There must be no flutter or resonance on any main part of the autogyrocraft at all relevant speeds and flight modes. Compliance must be demonstrated by flight tests at speeds up to v_DF.

II. Control surfaces and autogyro

UL2-IV § 653 – Drainage

For each autogyro blade, the following applies:

a. a method of venting the internal excess pressure must be ensured, a
b. must have drainage holes that are preventively secured against the ingress of water.

The provisions of this clause need not be taken into account for sealed sheets capable of withstanding the maximum overpressure expected in service.

UL2-IV § 655 – Suspension of control surfaces (other than autogyro blades)

The movable control surfaces must be suspended so that there is no interference between any of the autogyro surfaces or their reinforcement. In particular, if one surface is held firmly in any position and the other surfaces move in the entire range of their deflections. This requirement must be met:

a. during operational load for all control surfaces in the entire range of their deflections, and also
b. during operational load, other structures of the autogyro other than the control surfaces.

UL2-IV § 657 – Storage of control surfaces (other than autogyro blades)

1. Bearing control surfaces, except for ball or roller bearings, must have a safety factor of at least 6,67 due to the numerical compressive strength of the softest material used in the bearing.

2. In the case of ball or roller bearings, the permissible values ​​of their bearing capacity must not be exceeded.

3. The bearing must have sufficient strength and rigidity when loaded with forces parallel to the hinge axis.

UL2-IV § 659 – Mass balancing

1. Mass balance across the span of the autogyro blades must be such as to prevent excessive oscillation. The method of balancing and its tolerances must be approved by an authorized person.

2. Sheets must be balanced along the chord so that the center of gravity is in front of or within 25% of the chord of the profile, in the direction of the leading edge. Or the possibility of a different position of the center of gravity must be verified by a test and subsequently approved by an authorized person. The position of the center of gravity must be the same on all autogyro blades or within the tolerance approved by the authorized person.

3. The supporting structure and fastening of the mass balances of the autogyro blades must have a safety factor of at least 10 and the structure must be designed for the following loads:

a. + 20 gv in the waving plane a
b. + 20 gv to the sheet resistance plane and also
c. for centrifugal force load at maximum autogyro speed.

4. The supporting structure and fastening of mass balances used on control surfaces (other than autogyro blades) must be designed for the following loads:

a. 24g perpendicular to the plane of the control surface,
b. 12g forward and backward, a
c. 12g parallel to the hinge axis.

UL2-IV § 661 – Distance of autogyro blades from other structures

There must be sufficient clearance between the autogyro blades and other parts of the structure to prevent the blades from contacting any part of the structure or places where crew injury could occur during operation.

To demonstrate compliance with this requirement, it is necessary to conduct ground and flight tests and record the gap between the autogyro, fuselage, propeller and control surfaces in some suitable manner. The range of test conditions shall correspond to the most adverse flight and ground loads that can be expected in operations conducted in accordance with the Flight Manual.

UL2-IV § 665 – autogyro head bearings

The suitability of all autogyro head bearings must be determined by experience or testing.

III. Control systems

UL2-IV § 671 – General

Each control must work easily, smoothly and precisely enough to ensure its proper function.

UL2-IV § 675 – Stops

1. Each steering system must have stops that properly limit the range of motion of the handlebars.

2. Stops must be located so that their wear, play or loosening will not adversely affect the control characteristics of the autogyro by changing the range of motion.

3. Each stop must bear the loads corresponding to the design conditions for the control systems.

UL2-IV § 677 – Balancing systems

1. If a balancing system is used, measures must be taken to prevent inadvertent, incorrect or sudden balancing action.

2. There must be a marking near the balance control that indicates to the pilot the direction of movement of the control depending on the movement of the autogyro.

3. During the flight, but also during the pre-flight inspection, the indication of the current position of the balance must be ensured in a suitable way, due to the possible range of settings. The indication must be visible to the strapped pilot and designed and located to prevent error.

UL2-IV § 679 – Control locking

If the autogyrocraft is equipped with a ground control locking device, it must be ensured that:

a. the pilot will be warned infallibly about steering lock a
b. it will not be possible to lock the controls in flight.

UL2-IV § 683 – Operational tests

It must be demonstrated by functional tests that the control system, designed for the loads specified in Article 397, does not exhibit the following characteristics when operated from the cockpit:

a. the possibility of getting stuck,
b. excessive friction, a
c. excessive deformations.

UL2-IV § 685 – Parts of the control system

1. Each part of the steering system must be designed and constructed to prevent jamming, jamming and contact with luggage, crew, loose objects or interference with operation due to condensation vapor freezing.

2. There must be means in the cockpit to prevent foreign objects from entering places where they could cause the system to block.

For the purposes of this point, the cockpit means an open or closed hull nacelle.

3. There must be means in the control system to prevent the contact of ropes or rods with other parts of the structure.

4. Each part of the control system must be designed or clearly and permanently marked in such a way that incorrect assembly, which could result in incorrect operation of the control system, is unlikely.

UL2-IV § 687 – Springs

If a spring failure would cause flutter or unsafe flight characteristics, the reliability of each spring used in the control system must be demonstrated by tests under simulated operating conditions.

UL2-IV § 689 – Rope systems

1. Every rope, rope joint, turnbuckle, entanglement and every pulley used must comply with the relevant standards.

In addition:

a. no rope with a diameter of less than 2 mm may be used in the primary control systems,
b. each rope system must be designed in such a way that there are no dangerous changes in the tension of the ropes in the entire range of movement in operating conditions, even during temperature changes, and
c. visual inspections of each line, each pulley, terminal and each tensioner must be allowed.

2. Each type and size of pulley must correspond to the rope for which the pulley is used. Each sheave must have a tight-fitting belay to prevent the rope from slipping or jamming, even when released. Each pulley must lie in the plane of the rope so that the rope does not rub against its sides.

3. The inner diameter of the pulley groove should not be less than 300 times the diameter of one wire of the rope.

4. Rope guides must be installed in such a way that they do not change the direction of the rope by more than 3°, except when it is proven by test or experience that even a larger change in direction is permissible. The radius of curvature of the rope guide must not be smaller than the pulley radius for the same rope.

5. Tensioners must be attached to parts that perform angular movement in such a way as to prevent rope binding throughout the range of movement.

UL2-IV § 693 – Connections

Joints in the control system with rods that carry out angular movement, (except those with ball or roller bearings) must have a special factor of safety of a value not less than 3,33, taking into account the numerical strength of the softest material used for the bearing. This factor can be reduced to a value of 2,0 for connections in rope control. In the case of ball or roller bearings, the permissible values ​​of their bearing capacity must not be exceeded.

IV. Cabin design

UL2-IV § 771 – General

The cockpit and its equipment must enable each pilot to perform his duties without undue concentration or fatigue.

UL2-IV § 773 – View from the cabin

1. The pilot's view must be wide enough, clear and unobstructed with regard to safe operation.

2. If a wind deflector is installed, rain must not adversely affect the pilot's vision during flight and landing.

Fulfillment of this article can be ensured by covering the cockpit with the possibility of suitable opening.

3. The pilot must simply be able to maintain a longitudinal pitch, according to a fixed point on the autogyrocraft fuselage, looking forward.

UL2-IV § 775 – Wind shields and windows

Windshields and windows, if the autogyrocraft is equipped with them, must be made of a material that will not shatter if it shatters causing serious injury to the crew and that will not cloud when damaged.

UL2-IV § 777 – Controls and controls

1. Each control in the cabin must be located in such a way as to allow convenient use and to prevent mistakes and mishandling.

2. The controls must be located and arranged so that the pilot, properly belted, can achieve full and unobstructed movement of each of the controls.

3. In a dual-control autogyrocraft, it must be possible to operate the primary control from both pilot's seats.

4. The controllers must maintain the set position without requiring the constant attention of the pilot(s) and must not change this position arbitrarily due to vibrations. Drivers must have adequate strength to withstand service loads without failure or excessive deformation.

UL2-IV § 779 – Movements of cabin controls and their effects

The control must be designed to work as follows:

control element	motion	effect
control lever	to each other	nose up
control lever	right	lateral tilt to the right
right pedal	Dolu	nose on the right
trim	back and forth	the slope corresponds to the direction of movement of the controller
engine intake	forward or clockwise	performance increase
propeller settings	forward	reducing the angle of attack of the blades and increasing the revolutions
the richness of the mixture	forward or up	enrichment of the mixture
switches	Dolu	off

Note: The opposite direction of movement of the control has the opposite effect

UL2-IV § 780 – Color marking of control elements

All emergency control elements must be marked in red.

UL2-IV § 785 - Seats and seat belts

1. Each seat and its attachment must be designed for the weight of the crew member in accordance with Article 25 point b) and for the maximum load multiples prescribed in Article 561 and corresponding to the specified conditions in flight and on the ground, including emergency landing.

2. Seats, including cushions, must not deform under in-flight loads to such an extent that the pilot can no longer safely reach the controls or that an incorrect controller is used.

3. The strength of the safety belts must not be less than that resulting from the numerical loads in flight and on the ground and during an emergency landing according to Article 561 point b), taking into account the geometric shape of the safety belts and the arrangement of the seat.

4. Each seat belt must be anchored so that the pilot is safely held in his original seated position during flight and during emergency landing accelerations.

UL2-IV § 786 – Protection against injury

1. Each seat and its supporting structure must be designed in such a way that in the event of the collapse of the chassis or any part thereof, the risk of serious damage to the occupant is minimized.

2. Rigid parts of the structure or firmly attached items of equipment must be padded if necessary to protect the crew from injury under minor accident conditions.

UL2-IV § 787 – Luggage compartment

1. Each baggage compartment must be designed for the maximum load weight shown on the label and for the critical load distribution from the maximum load multiples corresponding to the flight and ground conditions as specified in this regulation.

2. The protection of the crew must be ensured against injury caused by the movement of the contents of the luggage compartments at the numerical forward multiple of the load specified in Article 561 point b).

UL2-IV § 807 – Emergency exit

1. The cabin must be designed to provide rapid escape for the crew in emergency conditions.

2. If the cabin is closed, the design must allow for simple and easy opening of the cabin. The system must work quickly and be reachable by every crew member strapped into their seat. At the same time, it must enable opening from the outside.

UL2-IV § 831 – Ventilation

1. If the cabin is enclosed, it must be designed to allow adequate ventilation under normal flight conditions.

2. The maximum permissible concentration of carbon monoxide in the cabin is 1 in 20 parts of air.

 

TITLE E - PROPULSION SYSTEM

I. In general

UL2-IV § 901 – Development

1. The propulsion system installation includes the engine, propeller and all parts which:

a. are needed to derive forward thrust, a
b. affect the safety of the drive unit in the time between normal inspections or planned repairs.

2. The propulsion system must be designed, arranged and built in such a way that:

a. ensured safe operation, a
b. was accessible for necessary inspections and maintenance.

3. An electrically conductive connection must be made to prevent a difference in electrical potentials between individual parts of the propulsion system and other electrically conductive parts of the autogyro.

UL2-IV § 903 – Suitability of use

The applicant must prove that the proposed propulsion system on the autogyrocraft, for which the certificate of airworthiness is requested, is suitable for the given purpose and that it can operate safely up to the limit operating values ​​given by the provisions of articles 1505 and 1521 in the built-up.

UL2-IV § 917 – Turning device and autogyro brake

1. If the autogyrocraft is equipped with a device for pre-rotation or a autogyro brake, it is necessary to ensure that these devices are not in operation:

a. during take-off a
b. in flight.

If a turning device or autogyro brake is used, the conditions, limitations and manner of their use must be specified in the flight manual.

UL2-IV § 923 – Flight reliability tests

1. It must be proven by flight tests that the proposed propulsion and support system of the autogyrocraft works reliably and safely in the entire range of operating conditions.

It is permissible to verify the propulsion system according to UL Airworthiness Requirements 2 Part I.-ULL, Chapter E Propulsion System, Paragraph 2. Compatibility.

2. Safe operation of the autogyrocraft, for which an airworthiness certificate is requested, for a period of 25 hours of flight without significant defects and changes in the design is acceptable proof of compliance with the requirements.

UL2-IV § 925 - Propeller safe distance

If the built-in propeller is not covered, then the free space around it, at the maximum weight, the most unfavorable position of the center of gravity and any setting of the propeller blades and taking into account the compliance of the autogyrocraft, must not be less than specified below.

1. The ground clearance, i.e. the distance between the propeller and the ground with the undercarriage statically compressed, in the take-off or taxi position (whichever is less favorable) must be at least 180 mm (for a autogyrocraft with nose landing gear) or 230 mm (for a autogyrocraft) with stern landing gear). In addition, sufficient clearance must remain between the propeller and the ground in the take-off position when:

a. the critical tire is completely deflated and the relevant chassis strut is statically compressed, or
b. the critical strut of the chassis is at the stop and the tire is statically compressed.

2. The distance between the propeller and other parts of the autogyro must meet the following conditions:

a. a radial clearance of at least 25 mm between the ends of the blades and other parts of the autogyro plus any additional clearance necessary to avoid harmful vibrations, and
b. there is a distance of at least 13 mm between the propeller blades or propeller hub and other parts of the autogyrocraft.

3. The free space between the crew member(s) and the propeller must be such that it is impossible for the crew, seated and strapped in, to inadvertently come into contact with the propeller. It must be ensured that each crew member can board and disembark without coming dangerously close to the propeller disc.

II. Fuel system

UL2-IV § 951 – General

The fuel system must be designed and arranged so that:

a. ensured such flow and pressure as are determined for the correct operation of the engine under all normal operating conditions, and

b. no fuel pump could simultaneously pump fuel from more than one tank.

c. The drop fuel system must not supply fuel to the engine from more than one tank at the same time, unless the air spaces of the tanks are connected in such a way as to ensure equal emptying of all connected tanks.

UL2-IV § 955 – Fuel flow

1. Drop-off system – fuel flow in the drop-off system (main and reserve supply) must be 150% of fuel consumption at maximum engine take-off power.

2. Pump system – the fuel flow in the pump system (main and reserve supply) must be at least 125% of the fuel consumption at maximum engine take-off power.

UL2-IV § 959 – Unusable amount of fuel

An unusable amount of fuel must be established for each tank, which shall not be less than that at which the first signs of engine malfunction will appear under the most adverse fueling conditions, such as those encountered during take-off, climb, approach and landing, and which shall have effect on the given tank. This amount must not be more than 5% of the tank volume.

UL2-IV § 963 – Fuel tanks, general

1. The fuel tank must be able to withstand vibrations, acceleration, and fuel weight loads that may occur in operation without structural failure.

2. Where fuel spillage within the tank could cause significant changes in the position of the autogyro's center of gravity, means must be provided to reduce the spillage to an acceptable limit.

3. Each integral fuel tank must be adapted for internal inspection and repair.

UL2-IV § 965 – Fuel tank tests

Each fuel tank must be able to withstand without failure and without leakage a pressure of 0,01 MPa.

UL2-IV § 967 – Fuel tank installation

1. Each fuel tank must be secured in such a way that there is no concentration of fuel weight load. In addition:

a. where necessary, suitable pads must be placed between the tank and its storage to prevent chafing, and
b. the pads must not be made of absorbent material or must be modified to prevent fuel absorption.

2. Each space in which the fuel tank is located must be ventilated and equipped with drainage to prevent the accumulation of flammable liquids and vapors. Any space adjacent to the tank must be secured in a similar manner.

3. The fuel tank must not be located so that it is within reach of a flame caused by a blow from the exhaust or intake of the engine or in the event of an engine fire.

4. Structural damage which may be caused by a hard landing in which the landing gear load was exceeded but which was within the emergency landing conditions of Article 561 shall not cause a fuel tank or fuel line to rupture.

UL2-IV § 971 – Fuel tank sump

1. The fuel tank, if it is permanently installed, must have a drainable sump, fully functional in all normal positions in flight and on the ground, and whose volume is at least 0,12 l. If this requirement cannot be met, it must be:

a. a sludge sump built into the system for sediments from the fuel system, which must be accessible for draining and has a volume of at least 0,025 l
b. the outlet of the fuel tank must be located so that when it is in a normal position on the ground, the water from all parts of the tank is drained into the sump.

2. All drains must be easily accessible and allow for easy draining.

3. The outlets of the fuel system must be provided with manual or automatic means with visible locking in the closed position.

UL2-IV § 973 – Fuel tank filler neck

Fuel filler necks must be located outside the crew compartment. It must be ensured that the fuel being poured does not flow into the space in which the fuel tank is located or into any other part of the autogyrocraft.

UL2-IV § 975 – Fuel tank venting

The fuel tank must be vented in its upper part. In addition:

1. each ventilation outlet must be located and constructed in such a way that the possibility of its clogging by ice or other foreign substances is minimal,

2. each vent must be designed to prevent fuel aspirating during normal operation.,

3. each vent must have an outlet outside the autogyro, a

4. the outlet of each vent must not point to exhaust or ignition components.

UL2-IV § 977 – Fuel cleaner or strainer

1. The engine must be protected from damage caused by blocking the fuel supply or dirt in the fuel supply.

2. A fuel cleaner (strainer) must be placed between the outlet from the fuel tank and the inlet to the engine (carburetor, pump or injection unit, etc.). The cleaner or strainer must be easily accessible for draining and cleaning.

3. The non-metallic components of the filter must be made of material that cannot be chemically damaged by fuel.

UL2-IV § 993 – Fuel lines and connections

1. The fuel line must be installed and secured to prevent excessive vibration and to withstand the loads caused by fuel pressure and acceleration in flight.

2. Fuel pipes, connected to parts between which mutual movement may occur, must be provided with flexible means.

3. The suitability of each flexible hose used must be verified.

4. The fuel pipe and its fittings, which are in places where a flame from the engine may occur, must be at least heat-resistant.

5. Leakage of fuel due to leaks in piping or its joints must not come into contact with hot surfaces or equipment that could cause a fire, or flow onto any crew member.

6. Fuel lines must not be routed near electrical cables.

UL2-IV § 995 – Fuel taps and their control

1. The fuel taps and their controls must allow the pilot to quickly close the fuel supply to the engine in flight.

2. The pipe section between the fuel tap and the engine must be as short as possible.

3. The fuel tap must be at least heat-resistant and must have clear stops or securing the "open" and "closed" positions.

III. Oil system

UL2-IV § 1011 – General

1. If the engine is equipped with an oil system, this system must be able to supply the engine with an adequate amount of oil at a temperature that does not exceed the maximum value established for safe continuous operation.

2. Each oil system must have a usable capacity corresponding to the maximum flight time of the autogyrocraft.

UL2-IV § 1013 – Oil tanks

1. Each oil tank must be constructed in such a way that:

a. complied with the requirements of Article 967 in points 1, 2 and 4 and that
b. withstand any vibrations, accelerations and fluid loads expected in operation.

Proof of compliance with this requirement can be made according to Article 923.

2. The oil level must be easily checked without the need to remove the engine hood (except for the filler cap) or without the use of tools.

3. If the oil tank is installed in the engine compartment, it must be made of heat-resistant material.

UL2-IV § 1015 – Tests of oil tanks

Oil tanks must withstand a pressure of 0,033 MPa without damage or leakage.

UL2-IV § 1017 – Oil pipes and fittings

1. Oil pipelines must meet the requirements of Article 993.

2. Each oil pipe and its fittings must be made of heat-resistant material.

3. The vent pipe must be arranged so that:

a. there could be no condensation of water vapor or oil, which could block the flow during freezing,
b. the vent outlet did not cause a fire hazard in case the oil foamed or the oil could not reach the crew or contaminate the wind shield and that
c. the vent outlet did not hit the engine air intake system.

IV. Cooling

UL2-IV § 1041 – General

Means for cooling the drive system must be able to maintain the temperatures of the parts of the drive system and fluids in the engine within the limits set by the manufacturer (respectively the applicant) under all operating conditions.

V. Intake system

UL2-IV § 1091 – Engine air supply system

The engine air supply system must supply the required amount of air to the engine under all operating conditions.

VI. Exhaust system

UL2-IV § 1121 – General

1. The exhaust system must ensure the safe removal of exhaust gases, without the risk of fire or contamination of the crew space with carbon monoxide.

2. Any part of the exhaust system with a surface hot enough to be capable of igniting flammable substances or vapors must be located or shielded so that flammable substances or vapors leaking from any system of the autogyrocraft cannot cause a fire.

3. Each part of the exhaust system must be separated by heat-resistant covers from the adjacent flammable parts of the autogyrocraft.

4. The exhaust gas outlet must not be located in the dangerous vicinity of oil or fuel outlets.

5. The exhaust system must be sufficiently ventilated so that excessively high temperatures do not occur in any part of the system.

UL2-IV § 1125 – Exhaust pipes

1. The exhaust system must be heat-resistant and must be equipped with such safety devices that prevent the occurrence of a malfunction due to the expansion of the pipeline at operating temperatures.

2. The installation of exhausts and silencers must be made in such a way as to withstand vibrations and inertial force loads that arise during normal operation.

3. If the exhaust system is designed in such a way that, in the event of a malfunction, any loose part can hit the propeller, additional precautions must be taken to prevent damage to the propeller.

4. Those parts of the exhaust system between which relative movement can occur must be equipped with flexible joints.

VII. Drive unit control and accessories

UL2-IV § 1141 – General

1. That part of the drive unit control, which is located in the engine compartment, and which is required to function even in the event of a fire, must be at least heat-resistant.

2. All engine start and stop controls (under normal conditions and in an emergency) must be easily accessible from one location to minimize the possibility of the autogyrocraft flying away from the pilot.

UL2-IV § 1145 – Ignition switches

1. Each ignition circuit must be equipped with a separate switch.

2. Each ignition circuit must be switched independently and its operation must not be conditioned by the operation of any other switch.

3. Ignition switches shall be arranged and designed to prevent inadvertent operation.

4. The ignition switch must not be used as a main switch for other circuits.

UL2-IV § 1149 – Propeller speed

1. The propeller speed and its settings must be limited to such values ​​as ensure safe operation under normal operating conditions.

2. During takeoff and climb at the recommended speed for best climb, the propeller must limit the engine speed at full throttle to a value that is not higher than the maximum allowable for takeoff.

3. During a descent at a higher speed with the throttle retracted or with the engine off, the propeller must not rotate at an angular velocity greater than 110% of the maximum permissible angular velocity of the engine or propeller. The lower value of these is decisive.

The data on the permitted revolutions of the propeller or engine are given in the technical documentation of these parts of the structure and at the same time in the flight manual of the autogyrocraft.

UL2-IV § 1165 – Ignition systems

Each battery ignition system must be supplemented by a generator that is automatically available as an additional source of electrical energy to allow continuous operation of the engine in the event that the system's battery is discharged.

UL2-IV § 1191 – Fire partitions

1. The engine compartment must be isolated from the rest of the autogyrocraft by means of a fire partition or banding.

2. The anti-fire partition or bandage must be designed so that flammable vapors or flame do not get from the engine compartment to other parts of the autogyrocraft.

3. Each opening in the fire partition must be closed with fire-resistant grommets, or a fire-resistant sleeve or fitting.

UL2-IV § 1193 – Engine covers and nacelles

If the motor is fitted with covers, the covers must meet the following requirements.

1. Each enclosure shall be constructed and fixed to withstand any vibration, acceleration and air loads to which it may be subjected in service.

2. Covers must be provided with means to ensure rapid and complete drainage in normal positions on the ground and in flight. The drainage outlet must not open where there could be a fire hazard.

3. Covers must be at least heat resistant.

4. Every part beyond the opening of the engine compartment cover must be at least heat-resistant up to a distance of at least 600 mm behind it.

5. Any part of the housing which is exposed to high temperatures due to proximity to the exhaust system or due to direct contact with the exhaust gases must be heat resistant.

 

TITLE F - EQUIPMENT

I. In general

UL2-IV § 1301 – Function and development

1. Each item of required gear must:

a. be of such a type and design that it fulfills its expected functions,
b. be built in accordance with the limitations set for this equipment, a
c. to work properly after construction.

Correct function should not be impaired by temperatures below 0°C, heavy rain or high humidity.

2. Devices and other equipment must not endanger safety by themselves or by their specific effect on the autogyrocraft

UL2-IV § 1303 – Flight and navigation instruments

The required flight and navigation instruments are:

a. speedometer,
b. altimeter,
c. magnetic compass, a
d. autogyro tachometer.

The use of a combined instrument for indicating the autogyro speed, altitude and vertical speed is allowed. And this in the event that it will be proven by tests that the measurement is more accurate in the area of ​​low flight speeds than the measurement by classical methods.

UL2-IV § 1305 – Propulsion system devices

The required powertrain devices are:

a. pressure gauges, thermometers and tachometers, required by the engine manufacturer or necessary to ensure engine operation within its limitations,
b. fuel quantity indicator for each fuel tank., a
c. an indicator of the amount of oil for each tank, such as a dipstick.

UL2-IV § 1307 – Miscellaneous equipment

1. A restraint harness must be installed for each crew member capable of holding the restrained person at the accelerations prescribed for emergency landing conditions in Article 561.

2. The design must ensure that an unsecured safety belt cannot come into contact with a propeller, autogyro, or other rotating part of the autogyrocraft.

Installation of tie-down belts:

II. Devices, construction

UL2-IV § 1321 – Arrangement and visibility

The instruments required in Articles 1303 and 1305 point 1. must be placed clearly and in such a way that they are clearly visible to every pilot.

UL2-IV § 1325 – Static pressure system

1. Any instrument that has a static pressure connection must be vented so that the effect of flight speed, opening or closing of windows, changes in air flow and humidity, or other extraneous influences do not significantly affect its accuracy.

2. The design and installation of the total and static pressure system must be such that:

a. unambiguous drainage of condensed moisture was ensured,
b. penetration of the pipeline and its excessive deformation or reduction of the cross-section were prevented, a
c. the materials used must be durable, suitable for the given purpose and protected against corrosion.

UL2-IV § 1337 – Propulsion system devices

1. The following applies to devices and their pipes:

a. every pipe in the apparatus system through which a flammable liquid is carried must meet the requirements of Article 993,
b. there must be throttle valves or other safety devices in each pipe through which a flammable liquid is carried to prevent the escape of an excessive amount of liquid in the event of a failure of the pipe.

2. Any externally placed indicator used to indicate the amount of fuel must be protected from damage. The low fuel indication must be visible even in flight from the pilot's seat.

III. Electrical system and equipment

UL2-IV § 1353 – Design and installation of battery

1. Every storage battery must be constructed and constructed as prescribed in this clause.

2. No explosive or poisonous gases may accumulate in the premises of the autogyrocraft in dangerous quantities, which would escape from the battery either during normal operation or as a result of a fault in the charging system or in the battery installation.

3. No corrosive liquids or gases that may escape from the battery may damage the surrounding structure or adjacent equipment.

UL2-IV § 1365 – Electrical cables and equipment

1. Each electric cable must have an appropriate cross-section, both in terms of current load and mechanical strength. The cable must be routed, fixed and connected in such a way that the probability of a short circuit and fire hazard is as low as possible.

2. Overload protection must be provided for each electrical circuit. Securing elements must not secure more than one circuit that is important for flight safety.

UL2-IV § 1385 – External lights

Installation of an anti-collision beacon of an approved type is recommended for daytime flights in visibility.

IV. Various gear

UL2-IV § 1431 – Radio and radio navigation equipment

1. Radio and radio navigation equipment must meet the following requirements.

a. The equipment and its antennas must not, by themselves or by their method of use or their effect on the operational characteristics of the autogyrocraft, cause a threat to the safety of operation.
b. Equipment and devices for its control and indication must be arranged in such a way as to enable easy operation and maintenance. The building must provide sufficient ventilation to prevent the possibility of overheating.

2. Fixed radio equipment must be approved by an authorized person.

 

TITLE G - OPERATING LIMITATIONS AND DATA

UL2-IV § 1501 – General

1. All operational limitations specified in Article 1521 must be established, as well as other limitations and information necessary for safe operation.

2. b) Operational limitations must be available to the pilot as prescribed in Articles 1541 to 1587.

Any specific operational limitations must be listed in the technical documentation that is normally available to the autogyrocraft operator. This mainly means the Flight Manual, Maintenance Manual and accompanying documentation for the engine, propeller and some other parts of the autogyrocraft equipment.

UL2-IV § 1505 - Limitation of airspeed

1. All flight speeds must be determined in the values ​​indicated by the flight speed - IAS.

2. Maximum permissible flight speed V_NE must not exceed a value of 0,9 times the maximum speed demonstrated in V flight tests_DF.

3. Maximum speed demonstrated during V flight tests_DF shall not be higher than the equivalent design speed V_D.

UL2-IV § 1519 – Weight and position of the center of gravity

1. The maximum weight defined according to article 25 must be established as an operational limitation.

2. The limitation of the position of the center of gravity, as set out in Article 23, must be established as an operational limitation.

3. The weight of the empty autogyrocraft and the corresponding position of the center of gravity must be determined according to Article 29.

UL2-IV § 1521 – Propulsion Unit and Propeller Limitations

Limitations applicable to the power unit and propeller must be established.

This mainly means the Flight Manual and accompanying documentation for the engine and propeller.

UL2-IV § 1529 – Operation and Maintenance Manual

1. The manual must contain information necessary for proper operation and maintenance of the autogyrocraft:

a. description of systems,
b. a lubrication schedule, specifying the frequency of lubrication and the lubricants and fluids that are used in the various systems,
c. pressures and electrical loads applicable to the given systems,
d. tolerances and adjustments required for correct operation, including the range of deflections of the control surfaces and the limits of the autogyro adjustment angle related to the autogyro head,
e. the method of determining the position of the center of gravity, i.e. by checking by suspension,
f. the frequency and scope of inspections necessary for proper maintenance,
g. special inspection techniques and highlighted maintenance notices, a
h. statement of lifetime limitations (replacement and revision) of components, parts and accessories that are subject to these limitations.

2. It is advisable that the manual also contains the following sections:

a. the method of testing the dynamic balance of the autogyro (correctness of the path of the autogyro blades),
b. determination of primary (bearing) and secondary (non-bearing) elements of the structure,
c. special procedures and methods for repairing autogyros,
d. list of special tools,
e. adjustment data necessary for proper operation,
f. materials needed for small repairs,
g. recommendations of care and cleaning parties,
h. data on support points and necessary measures to protect against damage during ground transport, and
i. list of labels and labels and their location.

The information mentioned in points i) to r) is in some cases given in the Maintenance Manual, which is not part of the Flight Manual. Inspection technology must include procedures that verify that the support structure and control elements as well as the propeller are free of cracks, corrosion, and visible damage.

UL2-IV § 1541 – Markings and labels

The autogyrocraft must be equipped with these labels in the cockpit, visible from the pilot's position.

a. "This product is not subject to approval by the Civil Aviation Authority of the Czech Republic and is operated at the user's own risk".
b. "Acrobatic elements and turns that can cause the operational multiplier to drop below +1g are prohibited".

UL2-IV § 1542 - Labels with operating data and limitations

1. The following data shall be provided:

a. empty weight,
b. maximum take-off weight,
c. maximum payload,
d. maximum weight in the luggage compartment,
e. minimum pilot weight, a
f. maximum permissible speed v_NE.

2. Limitations that are important to the safe operation of the autogyrocraft must be clearly visible to the pilot. If this cannot be achieved by marking the device, a data plate must be used. If the limitation is given by the marking of the device, then the maximum and minimum safe operating value must be marked with a red radial line. Each prescribed marking or label:

a. must be placed in a conspicuous place,
b. it must not be possible to easily delete, damage or obscure them, a
c. units of measurement used to indicate the airspeed on the labels must be the same as those on the speedometer scale.

If the maximum take-off weight can be exceeded by the sum of the weight of the crew and the fuel, the label will indicate the maximum payload in relation to filling the tanks with fuel.

UL2-IV § 1545 – Speedometer

1. Each speedometer, if it is not a combined instrument with a digital indication, must be provided with marks located on the respective indicated flight speeds.

2. The following signs must be placed:

a. red radial line at VMIN,
b. red radial line on VNE,
c. for the range with increased caution yellow arc, a
d. for normal operating range green arc.

UL2-IV § 1547 – Magnetic compass

If the compass deviation is greater than 5° in all courses, a label must be placed near the compass with the values ​​of the deviation for magnetic courses, divided by at most 30°.

UL2-IV § 1553 – Fuel quantity indicator

The fuel quantity indicator shall be set to indicate zero if, in level flight, the amount of fuel remaining in the tank is equal to the unusable amount determined in accordance with Article 959.

UL2-IV § 1555 – Marking of control elements

1. Controls in the cockpit that are not used to control the flight of the autogyrocraft must be clearly marked as to their function and method of use.

2. Emergency controls must be red.

3. Control of fuel supply to the engine:

a. fuel tank switching controls must be marked to show the position of the respective tank, a
b. if safe operation would require the use of individual tanks in a certain order, this order must be marked on or near the tank switching control.

UL2-IV § 1557 – Miscellaneous markings and labels

1. Filling holes for fuel and for oil:

a. the fuel filler holes must be marked on their caps or near them with information about the octane number of the fuel, or the fuel/oil mixing ratio for two-stroke engines, and
b. the oil filling holes must be marked on their caps or near them with information about the type of oil and whether it is a detergent or non-detergent oil.

2. Fuel tanks.

3. The usable amount of fuel in each tank must be marked on the fuel quantity indicator, or directly on the tank if it is transparent and visible to the pilot in flight.

4. Cargo.

5. If a removable weight is used, then the place intended for its fixation must have a label indicating the instructions for its correct installation and the conditions for which the use of the removable weight is necessary.

6. Each autogyrocraft must have a registration plate clearly visible to the pilot with the following information:

a. name of the manufacturer,
b. type designation,
c. year of manufacture,
d. serial number,
e. registration mark,
f. weight of the empty autogyro, a
g. maximum take-off weight.

7. The label stating the prohibition of aerobatic turns must be clearly visible to the pilot.

8. The label stating the prohibition of flight turns resulting in a reduction of the operational multiplier below 1g must be clearly visible to the pilot.

 

SUBPART H – FLIGHT MANUAL

UL2-IV § 1581 – General

1. Each autogyrocraft must be equipped with a flight manual. The flight manual shall contain at least the information specified in Articles 1583 to 1587.

2. Additional information that is necessary for safe operation and is not required in Articles 1583 to 1587, because of unusual construction or unusual operating characteristics, must be given.

3. The units of measurement used must be the same as those used on the indicators.

UL2-IV § 1583 – Operating restrictions

1. Speed ​​limitation – the maximum permissible flight speed V must be indicated_NE including information about the meaning of this restriction.

2. Weights – the following restrictions must be stated:

a. maximum take-off weight,
b. the weight of the empty autogyrocraft and the corresponding position of the center of gravity, a
c. payload deployment.

3. Load – the following limitations must be stated:

a. the weight and center of gravity limitations required in Articles 23 and 25, together with the items included in the empty autogyrocraft weight under Article 29,
b. information that will enable the pilot to determine whether the position of the center of gravity and the distribution of the load under different load combinations are still within the permitted range, and
c. information on the correct placement of the removable ballast under all load distribution conditions for which the use of the removable ballast is necessary.

4. Turns – allowed flight turns determined according to Article 2 must be indicated.

5. Type of operation - the type of operation of the autogyrocraft must be indicated - day flights in visibility and a list of the minimum equipment required for such operation.

6. The maximum wind speed for safe operation of the autogyrocraft must be specified.

7. Powertrain limitations must be stated.

8. The maximum operating height of the flight must be indicated.

UL2-IV § 1585 – Operating data and procedures

The information necessary for the safe operation and achievement of the stated performance of the autogyrocraft must be provided, including:

1. information on procedures and speeds to ensure a safe take-off and subsequent climb according to Article 51,

2. information on the procedures in the event of a take-off interruption due to the failure of the propulsion unit or for another reason,

3. flight speed to achieve the best rate of climb, which must not be less than that used to demonstrate compliance with the requirements of Article 65,

4. flight speed to achieve the minimum descent determined according to Article 71,

5. minimum horizontal flight speeds determined according to Article 73,

6. information on the procedures and speeds for the approach and landing with the engine running and with the engine stopped according to Article 75,

7. use of carburetor heating, if installed, a

8. information on proper autogyro assembly, disassembly and leveling procedures that are expected to be performed by the pilot before and after flight.

UL2-IV § 1587 – Flight performance data

The following information must be provided:

1. take-off length determined in accordance with Article 51,

2. best climbability,

3. speed of minimum descent with engine off,

4. landing length determined in accordance with Article 75, a

5. speed limits established in accordance with Article 79.